And hoeatio thomas



(No Model.) '3' Sheets8het 1., L. G. BOSTEDO 8: H. THOMAS.

CASH AND PACKAGE CARRIER. No. 367,951. Patented Aug. 9,1887.

i in 8d fly INVENTOR f ';"v

N. PETERS, Phnllrljlbngnphnr. Wishinginn. D. C.

(No Modl.)

OASH AND PACKAGE CARRIER.

Patented ARg. 9, 1887.

.rrlllfrlrrl lll INVENTOI? A forn N. PETERS Phuwum n w. Washington 0. c.

(No Model.) 3' 8heets-8heet 3.

L. G. BOSTEDO & H. THOMAS. CASH AND PACKAGE CARRIER.

Patented Aug. 9, 1887.,

- :W "w l & g lv E/VTOH- i mforney Nv PETERS. FholuLnhugrnphcr. Wishillglurl. nje

UNITED STATES PATENT OFFICE.

LOUIS G. BOSTEDO, or ATLANTIC, IOWA, AND HORATIO THOMAS, CFCIII- CACo, ILLINOIS, ASSIGNORS TO THE BOSTEDO PACKAGE AND CAsI-I CAR- RIER COMPANY, or ATLANTIC, IowA.

: CASH AND-PACKAGE CA RRI ER.

$PECIPIC'ATION forming part of Letters Patent; No. 367,951, dated Apgust 9, 1887.

Application tiled November 5, 1886. Serial No. 218,080. (No model.) i

To aZZ whom it may concern:

Be it knownthat we, LoUIs G. BosrEDo, of Atlantic, in. the county of Cass and. State of Iowa, and HoRATIo THOMAS, of Chicago, in

the county of Cook and State of Illinois, have invented certain new and useful Improvements in Cash and Package Carriers; and we do hereby declare the following to be a full, clear, and exact description of the invention, Io such as will enable others skilled in the art to which it appertains to make and use the same. 7 Our invention relates to elevators for cash or pack age carriers.

The object of our invention is to provide av means for-the automatic disengagement of the elevator when in line with a main track and permit the gradual descent of the elevator a limited distance with the car on it, making the main track continuous, and at the same time to permit the passage of other cars.

A further object is to provide a simple and effective means to cushion or check the fall of the elevator-frame with a car on it when this car by its momentumnnlocks the elevator from its engaged alignment with alnain lower track and automatically arrest the elevator at a predetermined point.

A further object is to provide a means by 0 which the disengagement of the suspended elevator and can-and its continued descent to the hand of the operator may be effected.

- A furtherobject is to provide an improved means for automatically arresting cars on the 3 5 main lower track when the track is opened by a descending car atits station.

WVith these ends in view our invention con sists in certainfeatures of construction and combinations ofparts, that will hereinafter be described, and pointed out in the claims.

Referring to the drawings, makinga part of this specification, Figure l is a front elevation of the elevator in connection with a track system. Fig. 2 is a sectional view of the elevator with the track-section in position with a lower main track. Fig. 3 is a front View of the elevator-track section, showing the carbuffer and track-relcaserin position 011 same. Fig. 4 is a rear view of the elevator-track section, showing the relative position of the latch- -tor-track section in position.

-ier to the clerks ing-bar on it- Fig. 5 is a rear view of the main lower track at a station with the eleva- Fig. 6 is 3. Iongitudinal section of Fig. 3. Fig. 7 is a detached view of the cross-head and its latch in 5 section th rough longitudinal center. Fig. 8

is a section of the air-chamber or dash-pot. Fig. 9 is a side and end view ofthe cash car or basket.

Th'isimprovement is intended to be used, preferably, in connection with the cash and package carrier systems that are the inventions of Louis G. Bostedo, filed August 2, 1886, Serial N 0. 209,781, and Horatio Thomas, filed August 27, 1886, Serial No. 212,010, although 6 we do not restrict its use to these particular plans, as it can be applied to modifications of these two track systems.

In the systems for cash or bundle carrying above mentioned the main elements area dis- 7o patching and return track that lie in the same vertical plane, the upper track being prefer ably made the sendingtrack from clerks stations and the lower rail the change or package carrying track from the bundle-table or cash 7 5 stations. These tracks are sufficiently far apart to permit the free travel of suspended rolling cars or baskets on the upper track, so that no interference will be had with similar transportirig-vehicles on the lower track.

Stations are made at proper intervals, and at each station are affixed vertical guide-rods E, that are parallel to each other. These guides are placed asuitable distance from the 8 5 main-tracklinesU P. Portions of these tracks are removed, and a rectangular well-hole is formed at each of these points by the rigid attachment of rectangular frames R 1 ,that hold the detached endsot' the several tracks in 0 alignment. These .frames are secured permanently to the upright guide'rods E E, before mentioned.

Movable track-sections G H are provided to fill the spaces left open at stations. The 5 upper track-section, H, is pivoted by lateral arms at the rear of the rectangular opening or well-hole It, so that it can swing upward if liftedby pressure on its lower edge. The lower track-section, G, rests in normal posi- Ioe tion upon lateral projections on the near surfaces of the rectangular frame I, that prevent it from falling below the top surface of main lower track, U.

The car-elevator shown in the systems to which our improvement is an adjunct consists of a light frame, S, (see Fi 1,) having four cylindrical shells or boxes constructed to slide upon the vertical guide-bars E. Upon the face of the frame S is attached a pivoted rocking piece, K having two lateral arms that carry a horizontal track-section, M, on their outer ends. These arms are of a length to permit this track-piece to register with the main tracks when the elevator-frame S is brought into proper position. Another bar, L, is affixed to the same face of the frame S upon the arms that project a proper length to sustain the bar L parallel to the track-section and in the same vertical plane. It has proper clearance space above the track, and is provided with two dowels that enter sockets in the trackscetion G (see Fig. 1) when the elevator-frame Sis raised sufliciently. The elevator is hoisted or lowered by a chain or cord, C, supported upon grooved pulleyslocatcd above the upper track and reaching down to the head of the operator.

In the systems just described the elevator S and its attached track-sections are sustained in connection with the lower main track to receive a returning car by latch-bolts that slide under the track-section at its ends and are retained there by springs. To lower the car these bolts have to be withdrawn by pulling a cord. In this plan of construction switches have to be constructed to shunt a car from another station around the car on the track that may be waiting for the attention of the clerk. Our presentinvcntion is designed to obviate this disadvantage and permita cashcarrying car on reaching its station to instantly and automatically by its momentum disengage the lock that holds the elevator in connection with the lower track, and permit it, with the loaded car, to drop a short distance below the main-track level, and at the same time restore the free track-piece G to its normal position in the track, so that cars for other stations are permitted to pass this station, and theloaded car thus sustained may await the convenience of the clerk to attend to its further depression and removal of the contents. To accomplish this desideratum two vertical guide-bars, a, (see Fig. 1,)-are erected. These are centrally affixed to the lower brace or cross-piece, 0, of the main guide-rods E, and extend to connect to the outer bar, N, of the frame I of the lower track, U. Upon the shorter guide-bars, a, is placed in sliding connection the cross-head Z This is shown in Figs. 1, .3, and 7. It is preferably made of a rectangular form, with perforated bosses d on its side edges, that are designed to receive the guides to and slide up and down thereon. At a point midway between these bosses d a slot is cut vertically to receive the latchingbracket 0. This is sustained by a pivot-connection at e, and it has a lateral limb, h, made to project rearwardly to form a lever by which to operate the latch c, apendcnt cord or chain being attached at its free end 0, as shown. The bearing upper face, 1), of the latch c is notched, so as to retain the elevator-frame in position, and a spiral spring, f, is attached to the frame and the horizontal limb 7:, so as to retain the top face of the latehing-l.)rackct c in a horizontal position.

Upon the ceiling of the room or other stationary point above the rectangular frame R of the upper track, P, a grooved pulley is fixed to support a chain or cord, r the lower termination of which is affixed to the top of the cross-head I), the other being carried down a short distance and secured to the top end of the dash-pot T. (See Fig. 1.) The dashpot or air-cushion chamber T is preferably made cylindrical, with a valve, 1', (see Fig. 8,) at its top. This valve should be made to rise when the body of the dash-pot is lowered. Any

suitable form of valve may be used; but for simpliclty and effective action we prefer an ordinary flapvalve, as shown. Thelower end of the cylindrical body is centrally perforated in its wall to receive the plunger-rod p. This rod has a loose sliding fit where it reciprocates in the chamber T, so as to permit the gradual escape of air at this point. ger-head,p, is secured to the upper end of the rod 1). The length of the rod 1) is made sufficient to permit the cylinder to rise and fall its full length upon it without hinderance. The lower end of the rod 12 is secured by a proper base-flange to a bracket, i, and is preferably attached to the rear edge of the wellhole frame R of the upper track.

The track-section M, (see Figs. 3 and 4,) that forms a base-rail for the car of the cash-carrier when it is to be lowered at a station, is cut away or hollowed to afford room in its side toward the track for the shifting-bar K to lie therein. This is a flat plate that is secured in place so as to have longitudinal movement a limited distance. Upon one ofits ends, a, a spring, a, ismounted, this end ofthe bar K be ing rounded to receive the spring and permit it to work properly. The spring a has an end abutment against the collar 0, that encircles the rounded end a of the bar K. This collar 0 has a rounded continuation, c", that passes through a longitudinal slot, 0, in the hollowed wall of track-section M, and is attached rigidly to the sliding bar R, that has a limited endwisesliding movement on anti-friction ferrules that are placed on the bodies of screw-studs s 8*, which engage in longitudinal slots s" s, made in the bar K. These studs 8 s are firmly secured in the wall of track-section M. Upon the extension of the red at, that projects a sufficient distance through the collar 0 to permit it, a spiral spring, a", is mounted. This spring bears without compression on the free face of the collar 0, and a perforated bracket, u, that sustains the outer end of the rod it, affords a it engages the latch F.

bearing-surface for the other end of spring a (See Fig. 3.)

In Fig. 3 is shown the buffer-latch F. This is pivoted at a point, 22, on the shifting-bar K near the shoulder of the rounded extension at. Its vertical motion is controlled by a stud bolt, 12, that is inserted in bar K and engages in an open slot, 12 formed on the end of the latch. A swinging recoil-'arrester, t, is pivoted at t". This piece is held from dropping too low by a projecting stud, i; The free end of the recoil-arrester't is a properdistance from the vertical face Z of the buffer-latch F to' permit the abutment pin or projection on a car to lie between their opposite surfaces when 7 V An extension of the shifting-bar K to the right of the recoil arrester t is also shown in Fig. 3. This is serrated on its upper edge, and is, engaged by a latchdog, 1, that is the free end of a pivoted lever, the other end of which is held upward by a spring or the weight of the latch end f.

This device is similar to that shown in H. Thomass application for patent onv cashcarrier' systems, filed August 27, 1886, Serial No. 212,016, and its office is to store'the energy of the springs ua when they are compressed by the momentum of a running car, so that when a car is elevated to an upper track to be dispatched to the cashiers desk the tripping of the lever is effected at the instant the elevator is in a line with this track, and there is thus given an impetus by the expended force of the released springs.

In Fig. 4 the slide-bar K and its attached track-section M are shown in position on the lugs 0', that are secured to the side of the wellhole frame I of the lower track, U. The bar K has a bearing-pad, 1-, attached at each end. These are adapted to rest upon the lugs r, and are of aproper length of face to permit them to pass freely through space-holes provided at the side of the frame 1 by the right-angle bends or offsets given to the lugs r. By this method of construction of the lugs an endwise movement of the bar K will dislodge it from its support on the lugs r, and allow it to fall-clear of these bearing-points and below the track until arrested, as will be presently explained.

In order to prevent cars from distant stations running into the open well-hole upon the lower track atthe instant that the car belonging to such a station is upon the elevator and has disengaged the elevator so as to open the track at this point' and before the free traeksection is'in connection with the main track to close it, an arresting device is necessary. k

We prefer to use a modification of a cararrester that has been shown in the application of H. Thomas for cash-carrier sysfems, filed August 27, 1886. p

In Fig. 5, at X, is shown a gravity-bar that is pivoted at y. This fulcrum-point is so located as to make the weight of the bar somewhat greater toward the end V. The portion of the bar toward the frame Iis bent at a right angle, and at such a distance as will clear the attached offset end I ofthe frame. The bar X is again bent to extend parallel to the track U. At a point where the bar X meets the frame I it is bent to. clear thesideof the frame and project downwardly inside of it a short distance, and then again bend to extend horizontally to form a short portion, X that is a proper distance to the rear of the bar K and parallel to it. From the rear side of the bar K a pin, X is rigidly secured. This projects outward and parallel to the side of the frame I a proper distance tolie upon the free end X and when the track-section M is in place will bear upon it, so as to hold the bent part y of the bar X firmly onto the top edge of the frame I. The portion V of the bar X is rounded to receive a spiral spring, 8', that is fastened by its end to the body of the rod Vat Z. The rod is supported by a bracket-lug, shat its outer end, and passes through a perforation in the body ofthe bar X? atits inner extremity. (See Fig. 5.) The free end of the rod V is turned at a right angle, and forms a short clownwardly-projeeting toe, V. This toe V is of such a relative length as to be prevented from projecting belowthe lower surface of the main track upon which the bar X is pivoted when the track-section M or the free track-section G is in positionof alignment with the main track U.

\Vhen the elevator S is raised to dispatch a car, or at the instant it is lowering and before the free track seetion G is in position in the main track U, this main lower.tracl U, is opened. hen this-occurs, the end V of the bar X by reason of its superior weight, will fall a short distance until the edge of the plate abuts and rests upon the check-pin Z, that is made to project from the frame U to stop it. This limited movement carries the toe V down in the path of the abutment-pin on a running car, so as to collide with this, and so arrest the car before the gap in the track is reached. The momcntui'n of the running car is absorbed by the elasticity of the yielding spring 8 When the track is again made continuous the arrested car will be caused by the downward grade of the track to again resume a progressive movement toward its nation. I

In Fig. 9 side and endviews of a eashcarrier-c'ar are given, and it will be noticed that a pin or portion of the frame 0" is made to project beneath the track, a clearance distance intervening between. This pin or projection 0* is intended to engage the buffer-latch F on the track-section N, and by its action upon it operate the car-retaining device, as well as the mechanism for storing the force of car momentum, to be used to start a car upon the upper track, as has been previously explained.

The size of the dash-pot Tis so proportioned that its body will be of a weight to slightly point of destioverbalance the cross-head I) and latching- ICO chamber or daslrpot Twill canseitto descend and the valve at its top to lift. The air being thus allowed to escape frcely,the body will rest upon its plunger-head.

\Vhen a car runs upon the elevator thatis in supported position in line with the lower track, its momentum will be communicated through the buffer F to the shifting-bar K. This will cause the bar K to be dislodged off of the supporting-lugs, and the elevator S will fall and come in contact with the latch-bracket e on cross-head I), this being supported immcdiatcly below the lower edge of the elevatorframe S. The weightofthc elevator will cause the air in the dash-pot T to be slowly expelled, and the elevator and car on it will sink gently till the air is entirely removed and the plunger-heady) be brought into contactwith the lower head of the daslrpot T. The depression of the elevator and supported car can be further continued by pulling the chain or cord attached to the latch-limb h. This will lower the cross-head and also disconnect the latching-bracket c from the elevator, which will run down the guides E till it reaches the hand of the clerk.

The depression of the elcvator-frznne S will replace the free track-section G in line with the tracks U, and thus permit the passage of cars above the suspended elevator and car, as has been before mentioned.

\Vhen the contents of the carrier-car are re moved and the ear is hoisted, the rear side of the GICVUIODI'HUHO will impinge against the in clined edge of the ltltClllllQbl'ftCkOt} c, and the same will yield, by action of. the spring f, to pass the elevator-frame, and then resume its normal position beneath the elevator.

Having fully described our invention, what we claim as new, and desire to secure by Letters Patent, is-

1. In store'service apparatus, the combination of a cross-head and its guides with an aircushion and means for connecting the crosshead and airchamber, substantially as set forth.

2. In store-service apparatus, the combination, with an elevator-frmne, its guides, and attached track-section, of a sliding cross-head, its guides, an air-cushion chamber, and means for connecting the crosshead and chamber, substantially as set forth.

3. In store-service apparatus, the combination, with an elevator-frame, its guides, and an attached track-section, and a easlrearrier car, of a sliding c1-oss-hcad, its guides, an aireushion chamber, and means of connecting the cross-head and air-chamber, substantially as set forth.

4. In store-service apparatus, the combination, with an elevator-frame, its guides, a supported free track section, and an attached track-section, ofavertically-sl idi ng cross-head, its guides, an aineushion chamber, and means for connecting the cross head and chamber, substantially as set forth.

5. In store'service apparatus, the combination, with an GIOViLiJOf-fl'ill'llt. having an oscillating bracket, a supported free track-section, and an attached track-section, of a verticallysliding cross-head, its guides, an air-cushion chamber, and a rope to connect the cross-hcad with the chamber, substantially as set forth.

6. In storcserviee apparatus, the combination, with an elevator-frame having an oscillating bracket, guides for the frame, a supported free track-section, an attached tracksection, and a car or basket, of a verticallysliding cross-head, its guides, an air-cushion chamber, and a cord to connect the cross-head and chamber, substantially as set forth.

7. In store-service apparatus, the combination, with an elevator-frame having an oscillating bracket, guides for the frame, a supported free track-section, an attached tracksection, buffer-plate and recoil-check on trackscetion, and a car or traveling basket, of a vcn tically-sliding cross-head, its guides, an aircushion ehamber,and cord to connect the crosshead and chamber, substantially as set forth.

8. In store-service apparatus, the combination, with an elevator-frame and its attached. track-section, of a bar having sliding connection with the fixed track-section and a shiftingbaron front side of track-section adapted to move.longitudinally this sliding bar, substantially as set forth.

1). In storeservice apparatus, the combination, with an elevator-frame, its guides, afrce track-section, and a fixed track-section, of a sliding bar that supports the elevator, two bracket-lugs that sustain the sliding bar, and a shifting-bar adapted to move endwise the sliding bar and drop the elevatoroff of its supporting-brackets, substantially as set forth.

1.0. In store-service apparatus, the combination,with an elevator-frameand its fixed tracksection, ofa bar that has sliding attachment to the fixed elevator-track scetion,thebracketlugs that support the elevator in line with main track at a station, the shifting'bar, its buffer, latch, spiral springs, and collar between the springs that is seen red by bolt projection to the slide-bar, ratchet-toothed edge of shifting-bar, and latching-lever that meshes into these serrations, substantially as set forth.

1]. In store-service apparatus, the combination, with an elevator and its guides, thefixed track section, its sliding bar, bracketlugs, and shifting-bar, of an air-cushion chamber, a sliding cross-head, its latching-braeket, and a means of connecting theai r-chamberand crosshead, substantially as set forth.

In testimony whereof we have signed this specification in the presence of two subscribing witnesses.

LOUIS G. .EOSTEDO. HOiltATIO THOMAS.

Witnesses:

:3 can MIN F. STRAUS, CiLinLEs F. MILLER. 

